Rotorcraft Fly-by-Wire Go-Around Mode

ABSTRACT

A fly-by-wire system for a rotorcraft includes a computing device having control laws. The control laws are operable to engage a level-and-climb command in response to a switch of a pilot control assembly being selected. The level-and-climb command establishes a roll-neutral (“wings level”) attitude with the rotorcraft increasing altitude. The switch may be disposed on a collective control of the pilot control assembly (e.g., a button on a grip of the collective control). Selection of the switch may correspond to a button depress. The level-and-climb command may include a roll command and a collective pitch command. One or more control laws may be further operable to increase or decrease forward airspeed in response to pilot engagement of the level-and-climb command. The level-and-climb command may correspond to a go-around maneuver, an abort maneuver, or an extreme-attitude-recovery maneuver to be performed by the rotorcraft.

TECHNICAL FIELD

The present disclosure generally relates to aircraft flight controlsystems, and more particularly, to rotorcraft fly-by-wire (FBW) controllaws.

BACKGROUND

A rotorcraft may include one or more rotor systems. Examples of rotorsystems include main rotor systems and tail rotor systems. A main rotorsystem may generate aerodynamic lift to support the weight of therotorcraft in flight, and thrust to counteract aerodynamic drag and tomove the rotorcraft in forward flight. A tail rotor system may generatethrust in correspondence to the main rotor system's rotation in order tocounter torque created by the main rotor system.

SUMMARY

A system of one or more computers can be configured to performparticular operations or actions by virtue of having software, firmware,hardware, or a combination thereof installed on the system that inoperation cause or causes the system to perform actions. One or morecomputer programs can be configured to perform particular operations oractions by virtue of including instructions that, when executed by adata processing apparatus, cause the apparatus to perform the actions.

A representative aspect includes a fly-by-wire (FBW) flight controlsystem, including a rotorcraft flight control computer (FCC) having acontrol law. The control law is operable to engage a level-and-climbcommand in response to a switch of a pilot control assembly (PCA) beingselected. The level-and-climb command is configured to establish aroll-neutral orientation of the rotorcraft and to increase altitude ofthe rotorcraft. Other embodiments of this aspect include correspondingcomputer systems, apparatuses, and computer programs recorded on one ormore computer storage devices, each configured to perform actions of themethods.

Another representative aspect relates to a method including a step ofoperating a rotorcraft in a first operating condition of an FCS. Therotorcraft has an FCC in electrical communication between the FCS and aPCA. The method also includes the FCC receiving a first pilot command toengage a maneuver based on selection of a switch of the PCA. The methodalso includes, in response to the first pilot command to engage themaneuver, the FCC transitioning to a second operating condition, wherethe second operating condition includes the rotorcraft in a roll-neutralattitude and the rotorcraft increasing altitude. Other embodiments ofthis aspect include corresponding computer systems, apparatuses, andcomputer programs recorded on one or more computer storage devices, eachconfigured to perform actions of the methods.

Yet another representative aspect includes a rotorcraft having a powertrain coupled to a body. The power train includes a power source and adrive shaft coupled to the power source. The rotorcraft also includes arotor system coupled to the power train and further includes a pluralityof rotor blades. It will be noted, however, that various rotorcraftembodiments may or may not include tail rotor blades (e.g., NOTARembodiments). The rotorcraft also includes an FCS operable to change atleast one operating condition of the rotor system. The rotorcraft alsoincludes a PCA configured to receive commands from a pilot, where theFCS is a fly-by-wire flight control system in electrical communicationwith the PCA. The FCC is in electrical communication between the FCS andthe PCA. The FCC is configured to receive, from a switch of the PCA, afirst pilot command to engage a maneuver. The FCC is configured to, inresponse to the first pilot command to engage the maneuver, transitionto a second operating condition of the rotor system, where the secondoperating condition of the rotor system includes the rotorcraft in aroll-neutral climb. Other embodiments of this aspect includecorresponding computer systems, apparatuses, and computer programsrecorded on one or more computer storage devices, each configured toperform the actions of the methods.

Representative embodiments of the present disclosure may provide one ormore technical advantages. A technical advantage of one embodiment mayinclude a capability to improve pilot control of a rotorcraft and reducepilot workload. Another technical advantage of an embodiment may includea capability to decouple or separate rotorcraft motions corresponding todifferent flight characteristics in order to engage a maneuver withreduced pilot workload. Yet another technical advantage of an embodimentmay include a capability to depress a button of a collective control toinstruct a fly-by-wire system to initiate a go-around maneuver withminimal, or otherwise reduced, input from a pilot.

Certain embodiments may include some, all, or none of the aboveadvantages. One or more other technical advantages may be readilyapparent to those skilled in the art upon review of the Figures,descriptions, and claims included herein.

BRIEF DESCRIPTION OF THE DRAWINGS

Representative aspects of the present disclosure may be understood fromthe following detailed description when read in conjunction with theaccompanying Figures. It is noted that, in accordance with standardpractice in the industry, various features may not be drawn to scale.For example, dimensions of various features may be arbitrarily increasedor reduced for clarity of illustration or description. Correspondingnumerals and symbols in different Figures generally refer tocorresponding parts, unless otherwise indicated.

FIG. 1 representatively illustrates a rotorcraft in accordance with anembodiment.

FIG. 2 representatively illustrates a cockpit configuration inaccordance with an embodiment.

FIG. 3 representatively illustrates an installation of cyclic controlassemblies and collective control assemblies in accordance with anembodiment.

FIG. 4 representatively illustrates a grip portion of a collectivecontrol assembly in accordance with an embodiment.

FIG. 5 representatively illustrates an installation of pedal assembliesin accordance with an embodiment.

FIG. 6 representatively illustrates a cyclic trim assembly in accordancewith an embodiment.

FIG. 7 representatively illustrates a collective trim assembly inaccordance with an embodiment.

FIG. 8 representatively illustrates an anti-torque trim assembly inaccordance with an embodiment.

FIG. 9 representatively illustrates a cross-feed arrangement inaccordance with and embodiment.

FIG. 10 representatively illustrates a three-loop flight control systemin accordance with an embodiment.

FIG. 11 representatively illustrates logic for transitioning to aroll-neutral attitude in accordance with an embodiment.

FIG. 12 representatively illustrates logic for transitioning to aroll-neutral attitude in accordance with another embodiment.

FIG. 13 representatively illustrates logic for increasing or decreasingforward velocity in accordance with an embodiment.

FIG. 14 representatively illustrates logic for increasing altitude inaccordance with an embodiment.

FIG. 15 representatively illustrates power curves as functions ofairspeed in accordance with an embodiment.

FIG. 16 representatively illustrates a fly-by-wire method for performinga maneuver in accordance with an embodiment.

FIG. 17 representatively illustrates a fly-by-wire method fortransitioning to a roll-neutral climb in accordance with an embodiment.

DETAILED DESCRIPTION

Representative embodiments are discussed in detail below. It should beappreciated, however, that concepts disclosed herein may be embodied ina variety of contexts, and that specific embodiments discussed hereinare merely illustrative and are not intended to limit the scope of theclaims. Furthermore, it should be understood that various changes,substitutions, and alterations can be made herein without departing fromthe spirit and scope as defined by the appended claims.

FIG. 1 illustrates a rotorcraft 100 according to a representativeembodiment. Rotorcraft 100 includes rotor system 110, main rotor blades120, fuselage 130, landing gear 140, and tail boom 150. Rotor system 110may rotate main rotor blades 120. Rotor system 110 may include a controlsystem for selectively controlling pitch of each blade 120 in order toselectively control direction, thrust, and lift of rotorcraft 100.Fuselage 130 comprises the body of rotorcraft 100 and may be coupled torotor system 110 such that rotor system 110 and main rotor blades 120move fuselage 130 through the air in flight. Landing gear 140 supportrotorcraft 100 during landing or when rotorcraft 100 is at rest on theground. Tail boom 150 represents the rear section of rotorcraft 100 andhas components of rotor system 110 and tail rotor blades 120′. Tailrotor blades 120′ counter torque effect created by rotor system 110 andmain rotor blades 120. Teachings of certain embodiments relating torotor systems described herein may apply to rotor system 110 or otherrotor systems, such as other tilt rotor or helicopter rotor systems(e.g., tandem rotor, coaxial rotor, or the like). It should also beappreciated that representative embodiments of rotorcraft 100 may applyto aircraft other than rotorcraft, such as airplanes and unmannedaircraft, or the like.

A pilot may manipulate one or more pilot flight controls in order toachieve controlled aerodynamic flight. Inputs provided by the pilot tothe pilot flight controls may be transmitted mechanically orelectronically (for example, via a fly-by-wire system) to flight controldevices. Flight control devices may include devices operable to changeflight characteristics of the aircraft. Representative flight controldevices may include a control system operable to change a configurationof main rotor blades 120 or tail rotor blades 120′.

FIG. 2 illustrates a cockpit configuration 260 of rotorcraft 100according to a representative embodiment. Rotorcraft 100 may include,e.g., three sets of pilot flight controls (e.g., cyclic controlassemblies 262, collective control assemblies 264, and pedal assemblies266). In accordance with a representative embodiment, a set comprisingeach different pilot flight control assembly is provided for a pilot anda co-pilot (both of which may be referred to as a “pilot” for purposesof discussion herein).

In general, cyclic pilot flight controls may allow a pilot to impartcyclic configurations to main rotor blades 120. Varied cyclicconfigurations of main rotor blades 120 may cause rotorcraft 100 to tiltin a direction specified by the pilot. For tilting forward and back(pitch) or tilting sideways (roll), the angle of attack of main rotorblades 120 may be altered with cyclic periodicity during rotation ofrotor system 110, thereby creating variable amounts of lift at variedpoints in the rotation cycle. Alteration of cyclic configuration of mainrotor blades 120 may be accomplished by input from cyclic controlassembly 262.

Collective pilot flight controls may allow a pilot to impart collectiveconfigurations (e.g., collective blade pitch) to main rotor blades 120.Collective configurations of main rotor blades 120 may change overalllift produced by main rotor blades 120. For increasing or decreasingoverall lift in main rotor blades 120, the angle of attack for all mainrotor blades 120 may be collectively altered by equal amounts and at thesame time, resulting in ascent, descent, acceleration, and deceleration.Alteration of collective configuration of main rotor blades 120 may beaccomplished by input from collective control assembly 264.

Anti-torque pilot flight controls may allow a pilot to change the amountof anti-torque force applied to rotorcraft 100. Tail rotor blades 120′may operate to counter torque created by rotor system 110 and main rotorblades 120. Anti-torque pilot flight controls may change the amount ofanti-torque force applied to change a heading of rotorcraft 100. Forexample, providing anti-torque force greater than the torque effectcreated by rotor system 110 and main rotor blades 120 may causerotorcraft 100 to rotate in a first direction, whereas providinganti-torque force less than the torque effect created by rotor system110 and main rotor blades 120 may cause rotorcraft 100 to rotate in asecond direction opposite the first direction. In some embodiments,anti-torque pilot flight controls may change the amount of anti-torqueforce applied by changing the pitch of tail rotor blades 120′, therebyincreasing or reducing thrust produced by tail rotor blades 120′ andcausing the nose of rotorcraft 100 to yaw in a direction correspondingto application of input from pedal assembly 266.

In other embodiments, rotorcraft 100 may include additional or differentanti-torque devices, such as a rudder or a no-tail-rotor (NOTAR)anti-torque device. Conjunctive or alternative anti-torque embodimentsmay be operable to change an amount of anti-torque force provided bysuch additional or different anti-torque device.

In some embodiments, cyclic control assembly 262, collective controlassembly 264, and pedal assemblies 266 may be used in a fly-by-wire(FBW) system. In an example as representatively illustrated in FIG. 2,each cyclic control assembly 262 is located to the right of a pilotseat, each collective control assembly 264 is located to the left of apilot seat, and each pedal assembly 266 is located in front of a pilotseat. In other embodiments, cyclic control assemblies 262, collectivecontrol assemblies 264, and pedal assemblies 266 may be located in anysuitable location of a cockpit configuration.

In some embodiments, cyclic control assembly 262, collective controlassembly 264, and pedal assemblies 266 may be in mechanicalcommunication with trim assemblies that convert mechanical inputs intoFBW flight control commands. These trim assemblies may include, amongother items, measurement devices for measuring mechanical inputs (e.g.,measuring or otherwise determining input position) and trim motors forback-driving center positions of cyclic control assembly 262, collectivecontrol assembly 264, or pedal assemblies 266.

For example, FIG. 3 representatively illustrates an installation of twocyclic control assemblies 262 and two collective control assemblies 264according to an embodiment. In this example, the cyclic controlassemblies 262 and collective control assemblies 264 are coupled tothree integrated trim assemblies: two cyclic trim assemblies 300 and acollective trim assembly 350. One of the cyclic trim assemblies 300manages left/right cyclic tilting movements (e.g., roll) and the othercyclic trim assembly 300 manages front/back cyclic tilting movements(e.g., pitch).

Cyclic trim assemblies 300 and collective trim assembly 350 are operableto receive and measure mechanical communications of cyclic andcollective motions from a pilot. In a representative aspect, cyclic trimassemblies 300 and collective trim assembly 350 may embody components ofa FBW flight control system, and measurements from cyclic trimassemblies 300 and collective trim assembly 350 may be sent to a flightcontrol computer (FCC) operable to instruct rotor system 110 to change aposition of main rotor blades 120 based on received or otherwisedetermined measurements. For example, the FCC may be in communicationwith actuators or other devices operable to change the pitch or positionof main rotor blades 120.

As representatively illustrated in FIG. 3 and FIG. 4, collective controlassemblies 264 may include a collective control grip 264 a having ago-around button 404 disposed thereon. In a representative aspect,go-around button 404 may be configured to engage a go-around maneuver,an abort maneuver, or a recovery-from-extreme attitude maneuver whengo-around button 404 is pressed, as later described in greater detail.

FIG. 5 representatively illustrates an installation of pedal assemblies266 in accordance with an embodiment. Two pedal assemblies 266 arecoupled to an anti-torque trim assembly 500. Pedal linkages are inmechanical communication, e.g., via a rocker arm and pedal adjustmentlinkages. The rocker arm is operable to rotate about a point of rotationsuch that pushing in one pedal causes the pedal adjustment linkage torotate the rocker arm, which in turn causes the pedal adjustment linkageto push out the other pedal in an opposite direction.

Rotating the rocker arm also causes a trim linkage to reposition amechanical input associated with anti-torque trim assembly 500. In thismanner, the pilot can mechanically communicate anti-torque commands toanti-torque trim assembly 500 by moving the pedals. Furthermore, trimlinkages couple adjacent pedal assemblies 266 together such that pilotpedals and co-pilot pedals are in mechanical communication.

FIG. 6, FIG. 7, and FIG. 8 show the trim assemblies (300, 350, 500) ofFIG. 3 and FIG. 5 according to a representative embodiment. FIG. 6 showscyclic trim assembly 300 according to an embodiment, FIG. 7 showscollective trim assembly 350 according to an embodiment, and FIG. 8shows anti-torque trim assembly 500 according to an embodiment.

FIG. 6 representatively illustrates an embodiment of cyclic trimassembly 300 having a trim motor 610, a clutch 615, a run-down damper620, position measurement devices 630, a gradient spring 640, a damper650, a shear device 660, position measurement devices 670, mechanicalstop devices 680, and an output shaft 690. Although output shaft 690 maybe described as a single shaft, it will be appreciated that output shaft690 may have multiple components. For example, output shaft 690 mayinclude two shafts separated by gradient spring 640. In another example,output shaft 690 may have a single shaft with a torsion spring attachedthereto.

In operation according to an embodiment, output shaft 690 and cycliccontrol assemblies 262 are in mechanical communication such thatmovement of grip (630) results in movement of output shaft 690, andmovement of output shaft 690 likewise results in movement of grip (630).Movement of output shaft 690 may be measured or otherwise determined byposition measurement devices 630 and 670. The measurements frommeasurement devices 630 and 670 may be used to instruct rotor system 110to change the position of main rotor blades 120.

Cyclic trim assembly 300 may operate in three modes of operation. In afirst mode of operation, clutch 615 is engaged and trim motor 610 drivesoutput shaft 690. This first mode of operation may represent, forexample, operation of cyclic trim assembly 300 during auto-pilotoperations. In this example, trim motor 610 may drive movement of outputshaft 690 so as to drive movement of grip (630) of cyclic controlassembly 262. Position measurement devices 630 and 670 may also measurehow trim motor 610 drives output shaft 690 and communicate thesemeasurements to rotor system 110.

In a second mode of operation, clutch 615 is disengaged and the pilotdrives output shaft 690 by way of cyclic control assembly 262. In thisexample, the pilot changes the position of output shaft 690, which maybe measured by position measurement devices 630 and 670. Positionmeasurement devices 630 and 670 may measure how the pilot drives outputshaft 690 and communicate these measurements to rotor system 110.

In a third mode of operation, clutch 615 is engaged and trim motor 610holds its output arm at a trim position so as to provide a ground pointfor output shaft 690. In this example, the pilot may change the positionof output shaft 690 about the trim position set by trim motor 610. Whenthe pilot releases grip (630), grip (630) may move to the trim positioncorresponding to the position established by trim motor 610. In someembodiments, the first and third modes of operations may be combinedsuch that trim motor 610 moves the trim position during operation.

Thus, trim motor 610 may provide cyclic force or trim to cyclic controlassembly 262 through output shaft 690. In an embodiment, trim motor 610may be a 28 volt DC permanent magnet motor. In operation, trim motor 610may provide an artificial-force feel (or “force feedback”) for a flightcontrol system (FCS) about an anchor point (or “detent”). Clutch 615provides a mechanism for engaging and disengaging trim motor 610.

FIG. 7 shows an embodiment of collective trim assembly 350 having a trimmotor 710, planetary gear set 715, variable friction devices 720,resolvers 730, a shear device 740, position measurement devices 750,mechanical stop devices 760, and an output shaft 770. Output shaft 770may be coupled to various linkages. Although output shaft 770 may bedescribed as a single shaft, it will be appreciated that output shaft770 may comprise multiple components or pieces.

Output shaft 770 and collective control assemblies 264 are in mechanicalcommunication such that movement of grip (730) results in movement ofoutput shaft 770, and movement of output shaft 770 likewise results inmovement of grip (730). Movement of output shaft 770 may be measured orotherwise determined by position measurement devices 750. Measurementsfrom measurement devices 750 may be used to instruct rotor system 110,e.g., as to how to change the position of main rotor blades 120.

Collective trim assembly 350 may operate in three modes of operation. Ina first mode of operation, variable friction devices 720 are engaged andtrim motor 710 drives output shaft 770. This first mode of operation mayrepresent, for example, operation of collective trim assembly 350 duringauto-pilot operations. In this example, trim motor 710 may drivemovement of output shaft 770 so as to drive movement of grip (730) ofcollective control assembly 264. Position measurement devices 750 mayalso measure how trim motor 710 drives output shaft 770 and communicatethese measurements to rotor system 110.

In a second mode of operation, variable friction devices 720 aredisengaged and the pilot drives output shaft 770 by way of collectivecontrol assembly 264. In this example, the pilot changes the position ofoutput shaft 770, which may be measured or otherwise determined byposition measurement devices 750. Position measurement devices 750 maymeasure or otherwise determine how the pilot drives output shaft 770 andcommunicate these measurements to rotor system 110.

In a third mode of operation, variable friction devices 720 are engaged,and trim motor 710 holds its output arm at a trim position so as toprovide a ground point for output shaft 770. In this example, the pilotmay change the position of output shaft 770 about the trim position setby trim motor 710. When the pilot releases grip (730), grip (730) maymove to the trim position corresponding to the position established bytrim motor 710. In some embodiments, the first and third modes ofoperations may be combined such that trim motor 710 moves the trimposition during operation.

Thus, trim motor 710 may provide collective force or trim to collectivecontrol assembly 264 through output shaft 770. In one exampleembodiment, trim motor 710 may be a 28 volt DC permanent magnet motor.In operation, trim motor 710 may provide an artificial force feel for anFCS about an anchor point. Variable friction devices 720 provide amechanism for engaging and disengaging trim motor 710.

FIG. 8 shows an embodiment of anti-torque trim assembly 500 featuring agradient spring 840, a damper 850, a shear device 860, positionmeasurement devices 870, mechanical stop devices 880, and an outputshaft 890. Although output shaft 890 may be described as a single shaft,it will be appreciated that output shaft 890 may comprise multiplepieces or components.

In operation, according to an embodiment, output shaft 890 and pedalassemblies 266 are in mechanical communication such that movement of thepedals results in movement of output shaft 890, and movement of outputshaft 890 likewise results in movement of the pedals. Movement of outputshaft 890 may be measured or otherwise determined by positionmeasurement devices 870. Measurements from measurement devices 870 maybe used to instruct rotor system 110, e.g., as to how to change theposition of tail rotor blades 120′ (or how to change operation of analternative anti-torque system).

Although cyclic control assembly 262, collective control assembly 264,and pedal assemblies 266 may generally control the cyclic, collective,and anti-torque movements of rotorcraft 100 (respectively), generally,aircraft dynamics may result in a coupling of aircraft motions (orflight characteristics). As an example, inputting a change in lateralcyclic into cyclic control assembly 262 may result in a change in thepitch moment of rotorcraft 100. This change in the pitch moment mayoccur even if no longitudinal cyclic input is provided to cyclic controlassembly 262. Rather, this change in the pitch moment would be theresult of aircraft dynamics. In such an example, a pilot may apply acounteracting longitudinal cyclic input to compensate for the change inpitch moment. Accordingly, coupling of aircraft flight characteristicsgenerally increases pilot workload.

Different aircrafts may be associated with different couplings ofaircraft motions. For example, a rotorcraft with a canted tail rotor maybe associated with a high level of coupling due to the “lift” generatedby the canted tail rotor combined with normal coupling of yaw motion tocollective pitch and coupling of cyclic inputs of conventionalsingle-rotor rotorcraft. In such an example, feedback loops may not besufficient to compensate for this coupling because feedback loops do notengage until after the coupled response occurs.

Accordingly, rotorcraft fly-by-wire systems described herein recognizethe capability to augment flight control commands with feed-forwardcontrol cross-feeds that anticipate inherent coupling of aircraftmotions. FIG. 9 shows a fly-by-wire cross-feed arrangement 900. As shownin FIG. 9, cross-feed arrangement 900 has five inputs: collective axisinput 910, longitudinal cyclic axis input 920, lateral cyclic axis input930, pedal axis input 940, and inner loop input 950. Examples of innerloop input 950 will be discussed later with regard to FIG. 10.

As representatively illustrated in FIG. 9, each input may be cross-fedto a different axis. In some examples, high-pass filters (e.g.,high-pass filters 912, 922, 932, 942, and 952) may be used to filtercross-feed signals by allowing high-frequency signals to pass, butattenuating frequencies lower than a cut-off frequency. Fixed gains areapplied to the inputs before passing through the high-pass filters. Thecross-feed signals may then be passed through a limiter (e.g., limiter914, 924, 934, or 954) to an actuator position converter 960, whichprocesses the signals and converts them into instructions for one ormore actuators 970. Each actuator 970 may represent any device thatprovides flight control inputs to a flight control device. Examples ofactuators 970 may include, but are not limited to, a swashplateactuator, a pitch-link actuator, an on-blade actuator, or the like.

The example of FIG. 9 has at least five representative cross-feeds. Afirst cross-feed 901 is a lateral cyclic to longitudinal cycliccross-feed based on providing longitudinal cyclic to cancel the pitchmoment generated by a change in lateral cyclic. A second cross-feed 902is a longitudinal cyclic to lateral cyclic cross-feed based on providinglateral cyclic to cancel the roll moment generated by a change inlongitudinal cyclic. A third cross-feed 903 is a pedal axis (tail rotorcollective) to longitudinal cyclic cross-feed based on providinglongitudinal cyclic to cancel the pitch moment of the tail rotorcollective. A fourth cross-feed 904 is a tail rotor collective tolateral cyclic cross-feed based on providing lateral cyclic to cancelthe roll moment of the tail rotor collective. A fifth cross-feed 905 isa main rotor collective to tail rotor collective cross-feed based onproviding tail rotor collective to cancel the yaw moment of the mainrotor collective.

Although FIG. 9 is representatively illustrated with five cross-feeds,more, fewer, or different cross-feeds may be utilized. In general,cross-feeds may be utilized whenever a pilot provides a command tochange a first flight characteristic, where changing the first flightcharacteristic would result in an expected change to a second flightcharacteristic. The cross-feed may result in an instruction to change afirst operating condition of the FCS in response to a received pilotcommand and an instruction to change a second operating condition inresponse to the expected change to the second flight characteristic.This second instruction could at least partially offset, counteract, orotherwise address the expected change to the second flightcharacteristic.

Representative embodiments appreciate that applying cross-feeds to“decouple” an aircraft having coupled flight dynamics may reduce pilotworkload by automatically applying cross-feed commands without pilotintervention. For example, in some embodiments, applying decouplingcross-feeds may reduce or eliminate the need for the pilot to applycommands through the pilot controls that are intended to at leastpartially offset the coupled motion of the aircraft. In somecircumstances, the FCS may apply cross-feed inputs faster than a pilotcould manually. For example, the cross-feeds may anticipate (andtherefore more quickly address) inherently coupled aircraft motions orflight characteristics.

Cyclic control assembly 262 may be configured to operate as adisplacement-trim device such that movements of the longitudinal stickcorrelate to the position of the swashplate. In such an example,applying cross-feeds to anticipate inherent coupling of aircraft motionsmay result in the stick position failing to accurately represent aposition of the swashplate, unless or until the trim motor back-drivesthe pilot control device to match the swashplate position. Continuouslydriving the stick, especially at high frequency due to aircraftdynamics, however, may increase workload of the pilot trim system andmay increase pilot fatigue by transferring transient motions of theswashplate to the pilot's hand and forcing the pilot's hand to followthe stick as the swashplate moves.

Accordingly, teachings of certain embodiments recognize capabilities towash out cross-feeds over a short period of time such that adisplacement-trim flight control device substantially reflects theposition of the swashplate during steady-state flight, but does notreflect the position of the swashplate during short transient periods.For example, the trim motor may drive the stick in certain conditions(e.g., during auto-pilot controlled flight or establishing a new trimposition), but the FCC may be configured to not command the trim motorto move the pilot control stick in response to application of thecross-feed. In some embodiments, the FCC may be configured to commandthe motor to move the pilot control stick based on positions of theswashplate during steady-state conditions, and may be configured to notcommand the motor to move the pilot control stick during transitoryconditions.

The wash out time period may be less than about ten seconds (e.g., about2-7 seconds). In some embodiments, a wash out time period begins whenthe cross-feed is first applied. In other embodiments, a wash out timeperiod begins after the aircraft returns to steady-state. In someembodiments, the aircraft returns to a same steady-state condition asexisting before the cross-feed was applied. In other embodiments, a newsteady-state condition may be established after the cross-feed isapplied.

Elements of cross-feed arrangement 90 may be implemented at leastpartially by one or more computer systems 10. All, some, or none of thecomponents of cross-feed arrangement 900 may be located on or near anaircraft, such as rotorcraft 100.

Users 5 may access cross-feed arrangement 900 through computer systems10. For example, in some embodiments, users 5 may provide flight controlinputs that may be processed using a computer system 10. Users 5 mayinclude any individual, group of individuals, entity, machine, ormechanism that interacts with computer systems 10. Examples of users 5include, but are not limited to, a pilot, a copilot, a service person,an engineer, a technician, a contractor, an agent, an employee, or thelike. Users 5 may be associated with an organization. An organizationmay include any social arrangement that pursues collective goals. Oneexample of an organization is a business. A business is an organizationdesigned to provide goods or services, or both, to consumers,governmental entities, or other businesses.

Computer system 10 may include processors 12, input/output devices 14,communications links 16, and memory 18. In other embodiments, computersystem 10 may include more, less, or other components. Computer system10 may be operable to perform one or more operations of variousembodiments. Although representatively illustrated embodiments depictone example of computer system 10 that may be used, other embodimentsmay utilize computers other than computer system 10. Additionally, otherembodiments may employ multiple computer systems 10 or other computersnetworked together in one or more public or private computer networks,such as one or more networks 30.

Processors 12 represent devices operable to execute logic containedwithin a computer-readable medium. Examples of processor 12 include oneor more microprocessors, one or more applications, or other logic.Computer system 10 may include one or multiple processors 12.

Input/output devices 14 may include any device or interface operable toenable communication between computer system 10 and external components,including communication with a user or another system. Exampleinput/output devices 14 may include, but are not limited to, a mouse, akeyboard, a display, a printer, or the like.

Network interfaces 16 may be operable to facilitate communicationbetween computer system 10 and another element of a network, such asother computer systems 10. Network interfaces 16 may connect to anynumber or combination of wireline or wireless networks suitable for datatransmission, including transmission of communications.

Memory 18 represents any suitable storage mechanism and may store anydata for use by computer system 10. Memory 18 may comprise one or moretangible, computer-readable, or computer-executable storage medium.

In some embodiments, memory 18 stores logic 20. Logic facilitatesoperation of computer system 10. Logic 20 may include hardware,software, or other logic. Logic 20 may be encoded in one or moretangible, non-transitory media and may perform operations when executedby a computer. Logic 20 may include a computer program, software,computer executable instructions, or instructions capable of beingexecuted by computer system 10.

Various communications between computers 10 or components of computers10 may occur across a network, such as network 30. Network 30 mayrepresent any number and combination of networks suitable for datatransmission. Network 30 may, for example, communicate internet protocolpackets, frame relay frames, asynchronous transfer mode cells, or othersuitable data between network addresses. Although representativelyillustrated embodiments show one network 30, other embodiments mayinclude more or fewer networks. Not all elements comprising variousnetwork embodiments may communicate via a network. Representativeaspects and implementations will appreciate that communications over anetwork is one example of a mechanism for communicating between parties,and that any suitable mechanism may be used.

FIG. 10 representatively illustrates a three-loop FCS 1000 according toan embodiment. Like the cross-feed arrangement 900 of FIG. 9, elementsof three-loop FCS 1000 may be implemented at least partially by one ormore computer systems 10. All, some, or none of the components ofthree-loop FCS 1000 may be located on or near an aircraft such asrotorcraft 100.

The three-loop FCS 1000 of FIG. 10 has a pilot input 1010, an outer loop1020, a rate (middle) loop 1030, an inner loop 1040, a decoupler 1050,and aircraft equipment 1060. Examples of inner loop 1040 and decoupler1050 may include, but are not limited to, cross-feed arrangement 900 andinner loop 950 of FIG. 9. Representative examples of aircraft equipment1060 may include, but are not limited to, actuator position converter960 and actuators 970 of FIG. 9.

In the example of FIG. 10, a three-loop design separates the innerstabilization and rate feedback loops from outer guidance and trackingloops. The control law structure primarily assigns the overallstabilization task to inner loop 1040. Next, middle loop 1030 providesrate augmentation. Outer loop 1020 focuses on guidance and trackingtasks. Since inner loop 1040 and rate loop 1030 provide most of thestabilization, less control effort is required at the outer loop level.As representatively illustrated in FIG. 10, switch 1025 is provided toturn third-loop flight augmentation on and off.

In some embodiments, the inner loop and rate loop include a set of gainsand filters applied to roll/pitch/yaw 3-axis rate gyro and accelerationfeedback sensors. Both the inner loop and rate loop may stay active,independent of various outer loop hold modes. Outer loop 1020 mayinclude cascaded layers of loops, including an attitude loop, a speedloop, a position loop, a vertical speed loop, an altitude loop, and aheading loop.

The sum of inner loop 1040, rate loop 1030, and outer loop 1020 areapplied to decoupler 1050. Decoupler 1050 approximately decouples the4-axes (pitch, roll, yaw, and vertical) such that, for example, theforward longitudinal stick input does not require the pilot to push thestick diagonally. Similarly, as collective pull increases torque andresults in an increased anti-torque requirement, decoupler 1050 mayprovide both the necessary pedal and a portion of cyclic (e.g., ifrotorcraft 100 has a canted tail rotor) to counter increased torque.

In accordance with a representative embodiment, decoupling of pluralflight characteristics allows for a control-law -automated, -mediated,or at least -assisted change in roll angle and collective pitch to,e.g., perform a go-around maneuver. The term “go-around” arises fromtraditional use of traffic patterns at airfields. A landing aircraft mayfirst join a circuit pattern and prepare for landing in an orderlyfashion. If, for some reason, the pilot decides not to land, the pilotcan fly back up to circuit height and complete another circuit. The termgo-around is used even when aircraft do not use traditional circuitpatterns for landing.

A go-around does not in itself constitute any sort of emergency;although it could be performed in response to an emergency. Manyairlines and aircraft operators state a list of conditions that must besatisfied so that a safe landing can be carried out. If one or more ofthese conditions cannot be satisfied, then a go-around may be consideredin some cases and must be carried out in others. This list is typicallywritten in the operations manual which is approved by relevant aviationauthorities (e.g., CAA in the UK, FAA in the United States). Theoperator's list of conditions is not exhaustive, and pilots generallyuse their individual judgment outside of this scope.

In manual application, a go-around maneuver may include: applying power,adopting an appropriate climb attitude and airspeed, checking for apositive rate of climb, raising landing gear if the aircraft hasretractable gear, positioning to the deadside of the runway, climbing topattern altitude, and advising the control tower or other traffic of thego-around.

As representatively illustrated in FIG. 11, FIG. 12, FIG. 13, and FIG.14, a rotorcraft fly-by-wire control law system in accordance withvarious representative aspects may be used to place rotorcraft 100 in aroll-neutral attitude, in a state of increasing altitude, and withadjusted or otherwise controlled forward velocity (e.g., attendingperformance of an at least partially automated go-around maneuver).

In an embodiment as representatively illustrated in FIG. 11, the FCC andFCS may be configured to engage a roll component 1100 of a go-aroundmaneuver based on input received from the PCA in correspondence tobringing wings level (establishing a neutral roll attitude). Forexample, in any initial roll attitude of rotorcraft 100, the pilot mayselect go-around button 404 to indicate that a go-around maneuver is tobe performed. In accordance with the preceding, the pilot depressesgo-around button 404. Pilot manipulation of go-around button 404produces mode engagement input 1110. Logical not 1120 operates on modeengagement input 1110 to provide initialization signal to lag filter1130. Roll angle sensor data 1140 is provided to lag filter 1130indicating roll attitude of rotorcraft 100. Zero value 1150 is providedto lag filter 1130 indicating desired roll attitude for the maneuver(i.e., 0=wings level, neutral roll attitude). Inner loop control 1180receives roll target value from lag filter 1130, as well as feedback1160 and pilot control input 1170. In representative implementations,lag filter 1130 provides a smooth transition from an initial rollattitude of rotorcraft 100 to a neutral roll attitude. In accordancewith a representative aspect, control laws are implemented to alter theroll attitude of rotorcraft 100 and transition rotorcraft from sensedroll angle 1140 to wings level (1150) as a component of the requestedmaneuver. In other representative aspects, control laws may beimplemented to diminish or otherwise zero lateral velocity (e.g., inhover or slow flight), to adjust roll axis to hold a heading, todiminish or otherwise zero yaw rate, or the like.

In another embodiment as representatively illustrated in FIG. 12, theFCC and FCS may be configured to engage a roll component 1200 of ago-around maneuver based on input received from the PCA incorrespondence to bringing wings level (establishing a neutral rollattitude). For example, in any initial roll attitude of rotorcraft 100,the pilot may select go-around button 404 to indicate that a go-aroundmaneuver is to be performed. In accordance with the preceding, the pilotdepresses go-around button 404. Pilot manipulation of go-around button404 produces mode engagement input 1210. Logical not 1220 operates onmode engagement input 1210 to provide initialization signal to faderswitch 1230. Roll angle sensor data 1240 is provided to fader switch1230 indicating sensed roll attitude of rotorcraft 100. Zero value 1250is provided to fader switch 1230 indicating desired roll attitude forthe go-around maneuver (i.e., 0=wings level, neutral roll attitude).Inner loop control 1280 receives roll target value from fader switch1230, as well as feedback 1260 and pilot control input 1270. Faderswitch 1230 may be configured (e.g., with a linear ramp over a specifiedtime) to provide a smooth transition from an initial roll attitude ofrotorcraft 100 to wings level. In accordance with other representativeembodiments, a rate limiter may be used to provide a fixed rate ofchange in roll attitude instead of transitioning to neutral rollattitude over a fixed time. In accordance with a representative aspect,control laws are implemented to alter the roll attitude of rotorcraft100 and transition rotorcraft from sensed roll angle 1240 to wings level(1250) as a component of the requested maneuver.

Although various representative embodiments described herein discusspilot manipulation of “go-around” button 404, it will be appreciatedthat any switch, button, or other engagement mechanism of PCA may bealternatively, conjunctively, or sequentially employed to engage aroll-to-neutral, elevation-climb maneuver. It will be furtherappreciated that such maneuver may or may not correspond to a pilot'sintention to perform a “go-around” maneuver, but may alternativelyservice other purposes intended by the pilot. For example, the pilot maydesire to bring rotorcraft 100 into a wings level orientation (e.g., torecover from an unusual attitude).

In accordance with representative aspects, a smooth transition to aroll-neutral attitude may be desirable to maximize or otherwise optimizeperformance for a subsequent or concurrent climb in altitude. Theroll-neutral component of the maneuver may also provide a benefit ofallowing the pilot to engage a control laws -automated, -mediated, or atleast -assisted recovery from any roll attitude of rotorcraft 100without the pilot having to interrupt physical contact with the primarycontrols (e.g., collective control and cyclic control). For example,rotorcraft 100 may be in an unusual roll attitude attendant the pilotlosing a visual reference, being distracted, or experiencing spatialdisorientation. In such circumstances, the pilot may engage go-aroundbutton 404 to benefit from the component aspect of the engaged go-aroundmaneuver corresponding to returning rotorcraft 100 to a roll-neutralorientation.

In an embodiment as representatively illustrated in FIG. 13, the FCC andFCS may be configured to engage a forward velocity component 1300 of ago-around maneuver based on input received from the PCA to bringrotorcraft 100 to wings level and initiate a climb in altitude. Forexample, the pilot may select go-around button 404 to indicate that ago-around maneuver is to be performed. In accordance with the preceding,the pilot depresses go-around button 404. Pilot manipulation ofgo-around button 404 produces mode engagement input 1310. Logical not1220 operates on mode engagement input 1310 to provide initializationsignal to fader switch 1330. Airspeed sensor data 1340 is provided tofader switch 1330 indicating sensed forward velocity of rotorcraft 100.Vy value 1350 is provided to fader switch 1330 indicating a desiredforward velocity for the maneuver (e.g., a desired forward airspeedcorresponding to an optimized or otherwise improved rate of climb).Comparator 1354 determines a vector difference between airspeed data1352 bridging fader switch 1330 and the desired forward velocity outputof fader switch 1330. For example, the absolute value (or magnitude) ofthe difference between sensed airspeed 1340 and desired forward velocityis determined, as well as the sign (or direction) of the difference(e.g., positive indicating acceleration to achieve the desired forwardvelocity, negative indicating deceleration to achieve the desiredforward velocity). Output of comparator 1354 is provided to gain stage1356, where K indicates a desired acceleration or deceleration. Outputfrom gain stage 1356 is provided to rate limiter 1358 to provide anacceptable range of acceleration/deceleration. Output from rate limiter1358 is provided to inner loop control 1360 as an acceleration target(positive or negative) for bringing sensed airspeed 1340 to the desiredforward velocity (1350). Inner loop control 1360 also receives feedback1370 and pilot control input 1380. Accordingly, fader switch 1330 may beconfigured to provide a rate-limited, smooth transition of rotorcraft100 from an initial forward velocity to a desired forward velocityattending performance of the requested maneuver. In accordance with arepresentative aspect, control laws are implemented to alter the pitchof rotorcraft 100 to transition rotorcraft from sensed airspeed 1340 toa desired forward velocity (1350) as a component of the requestedmaneuver. In accordance with another representative aspect, control lawsprovide a longitudinal acceleration command configured to blend intospeed control without need for switching. In accordance with yet anotherrepresentative aspect, engagement of the go-around maneuver may beconfigured to establish a pitch-neutral orientation orreturn-to-level-flight function of rotorcraft 100 at engagement (e.g.,to provide zero longitudinal acceleration, to recover from an unusualpitch attitude, or the like).

In an embodiment as representatively illustrated in FIG. 14, the FCC andFCS may be configured to engage an altitude climb component 1400 of ago-around maneuver based on input received from the PCA to bringrotorcraft 100 to wings level and initiate a climb in altitude. Forexample, the pilot may select go-around button 404 to indicate that ago-around maneuver is to be performed. In accordance with the preceding,the pilot depresses go-around button 404. Pilot manipulation ofgo-around button 404 produces mode engagement input 1410 to climb targetselector 1420. Climb target selector 1420 determines a desired climbrate target based on rotorcraft 100 state. In a representativeembodiment, climb target selector 1420 is configured to select betweenmultiple climb rate targets (e.g., first target 1416, 1418) based onclimb threshold 1412 and forward airspeed. Airspeed sensor data 1414 isprovided to climb target selector 1420 indicating sensed forwardvelocity of rotorcraft 100. In an alternative embodiment, climb targetselector 1420 may be configured to provide a climb rate target as asubstantially continuous function of airspeed (e.g., within limits).

In representative implementations, climb target selector 1420 may beconfigured with initialization logic to ensure smooth transition from aninitial forward airspeed to a desired forward airspeed climb target.Climb target selector 1420 may also be configured to ensure rotorcraft100 will not lower the climb rate in order to reach a forward velocitytarget. If airspeed at engagement is greater than about 45 knots, climbtarget selector 1420 may be configured to provide adequate power toclimb (e.g., at a rate of about 750 fpm) and accelerate forward. Ifairspeed is below 45, climb target selector 1420 may be configured tohold the higher of a current climb rate or 250 fpm until forwardairspeed is greater than about 45 knots. In a representativeimplementation, climb target selector 1420 may be further configured toprovide adequate power for rotorcraft 100 to accelerate to about 75knots. In another representative implementation, climb target selector1420 may be configured to prevent or otherwise avoid an initial verticalclimb at too rapid a rate. If rotorcraft 100 has a forward velocity ofless than about 45 knots and is climbing between about 250 fpm and about750 fpm, the FCC may be configured to hold a current velocity, ratherthan decreasing power to slow the rate of climb.

Output of climb target selector 1420 is provided to rate limiter 1434and magnitude limiter 1438 to provide an acceptable range ofacceleration. Output from limiters 1434, 1438 is provided to inner loopcontrol 1440 as a climb target. Inner loop control 1440 also receivesfeedback 1454 and pilot control input 1452. Accordingly, climb targetselector 1420 may be configured to provide a rate-/magnitude-limited,smooth transition of rotorcraft 100 from an initial altitude to adesired altitude at a desired vertical velocity attending performance ofthe requested maneuver. In accordance with a representative aspect,control laws are implemented to alter the collective pitch of rotorsystem 110 to transition rotorcraft 100 from a first vertical velocityto a desired vertical velocity (1460) as a component of the requestedmaneuver. In accordance with another representative aspect, control lawsprovide a vertical acceleration command 1480 configured to engage anascent in altitude. In accordance with yet another representativeaspect, engagement of the go-around maneuver may be configured toprovide vertical acceleration and forward acceleration.

In an embodiment, vertical acceleration command 1480 may be provided toadaptive command limiter 1470 to prevent collective power from beinglowered in high-energy conditions. For example, as representativelyillustrated in FIG. 15, required power 1510 (e.g., for steady flightcondition) is a function of forward airspeed with a minimum value at Vy1515, where Vy 1515 corresponds to an optimal climb velocity. Availablepower 1510 represents excess power available for increasing the climbrate. At higher airspeeds, rotorcraft 100 can transiently enter a higherrate climb (“zoom climb”) than available power 1510 can sustain. If thiscauses the climb rate to exceed about 750 fpm, the system may respond bylowering collective pitch, causing the climb rate to drop below targetas forward airspeed bleeds off. Available power 1510 can also be used toaccelerate aircraft. At low speed (e.g., about 40 knots in unacceleratedflight), aircraft may have enough power to climb at a rate of about 900fpm. Under these circumstances, the FCC would lower collective pitch toachieve a climb rate of about 750 fpm; however, pitching rotorcraft 100forward to accelerate results in a condition where a sustainable climbrate may decrease to about 500 fpm at lower collective pitch. The FCCthen reverses direction to recover climb performance. Accordingly,adaptive command limiter 1470 may be configured to prevent the systemfrom lowering collective pitch until forward airspeed is stabilized whenthe climb rate is above a target climb rate. In a representative aspect,this may operate to prevent or otherwise reduce premature power lossduring a zoom climb, or when pitching forward to accelerate to Vy 1515.

In accordance with various representative embodiments, forward airspeedmay be determined as indicated airspeed (“IAS”), calibrated airspeed(“CAS”), true airspeed (“TAS”), equivalent airspeed (“EAS”), or densityairspeed, and any combination of groundspeed or airspeed sensor data maybe used to provide a blended airspeed value.

Go-around maneuver may be engaged for any component aspect or feature ofthe maneuver (e.g., to bring to wings level, to engage an automated rateof climb, to engage an automated control of forward velocity, or thelike). Component aspects or features of a requested go-around maneuvermay be simultaneously engaged, concurrently engaged, or sequentiallyengaged.

As with engagement of a roll-to-neutral, elevation-climb maneuver withgo-around button 404, it will be likewise appreciated that any switch,button, or other mechanism of PCA may be alternatively, conjunctively,or sequentially employed to disengage the maneuver. For example, abutton of cyclic control assembly 262 may be selected to disengage themaneuver. In response to requested disengagement, transition to wingslevel and increasing altitude may be washed out over a period of time(e.g., less than about 10 seconds, less than about 7 seconds, less thanabout 5 seconds, less than about 2 seconds, between about 2 seconds andabout 7 seconds, or the like).

In accordance with an embodiment as representatively illustrated in FIG.16, a method 1600 for implementing an automated, mediated, or assistedgo-around maneuver in control laws begins 1610 with a step 1620 ofoperating the FCS of rotorcraft 100 in a first operating condition. Thefirst operating condition may be any condition of operating the FCS. Forexample, the first operating condition may correspond to rotorcraft 100engaged in forward descending flight in a non-zero roll attitude. Step1630 represents optional pre-processing that the FCC may engage (or beengaged in) preliminary to the FCC receiving a pilot command to performa go-around maneuver in step 1640. For example, optional pre-processing1630 may comprise control laws performing various transient adjustmentsduring operation of rotorcraft 100 in the first operating condition1620. After a pilot command is received in step 1640 to engage ago-around maneuver, the FCC determines roll angle, collective pitch, andforward airspeed for implementation in performance of the requestedmaneuver (e.g., a go-around maneuver bringing wings level, increasingaltitude, and maintaining, increasing, or decreasing forward velocity).Thereafter the FCS is transitioned to a second operating condition instep 1660—e.g., the second operating condition corresponding to bringingwings level, increasing altitude, and maintaining, increasing, ordecreasing forward velocity of rotorcraft 100. Thereafter, FCC mayengage optional post-processing in step 1670. For example, optionalpost-processing 1670 may comprise control laws performing variousautomated adjustment in response to transient conditions to whichrotorcraft 100 may be subject (e.g., wind gusts, or the like). In step1690, the second operating condition is maintained until a predeterminedaltitude is achieved or until the go-around maneuver is disengaged bythe pilot. If the pilot disengages the maneuver, the FCS may optionallybe returned to the first operating condition or any other operatingcondition of the FCS.

In accordance with an embodiment as representatively illustrated in FIG.17, step 1660 (see also FIG. 16) of transitioning the FCS to a secondoperating condition includes a step of optional pre-processing 1762.Optional pre-processing 1762 may include the same or similar, ordifferent, elements as optional pre-processing step 1630 of FIG. 16. Instep 1764, the FCC makes a change to a first flight characteristic. Instep 1766, the FCC changes the first operating condition of the FCS tothe second operating condition of the FCS in correspondence to, incongruence with, or otherwise appreciating, an expected change in asecond flight characteristic inherently-coupled to, or convolved with,the first flight characteristic (as previously discussed) in order tocounteract or otherwise address the expected change in the second flightcharacteristic (e.g., main rotor tilt engagement affecting a rollingmaneuver may require modification of the collective). Thereafteroptional post-processing may be performed in step 1768. Optionalpost-processing 1768 may identically include or find correspondence tosame or similar, or different, elements as optional post-processing step1670 of FIG. 16. That is to say, some or all of optional post-processing1768 may be a subset of optional post-processing step 1670 of FIG. 16.

In an embodiment, a representative fly-by-wire (FBW) flight controlsystem includes a rotorcraft flight control computer (FCC) having acontrol law, the control law operable to engage a level-and-climbcommand in response to a switch of a pilot control assembly (PCA) beingselected, wherein the level-and-climb command is configured to establisha roll-neutral orientation and increase altitude of the rotorcraft. Theswitch may be disposed on a collective control of the PCA. Selection ofthe switch may comprise a button depress. The switch may be a buttondisposed on a grip of the collective control. The level-and-climbcommand may comprise a roll command and a collective pitch command. Thecontrol law may be further operable to at least one of increase ordecrease forward airspeed. Operability to engage a level-and-climb mayinclude selection of the switch engaging a go-around guidance modewherein the flight control system (FCS) is coupled to a guidance mode(e.g., flight director).

In another embodiment, a representative method includes steps of:operating a rotorcraft in a first operating condition of a flightcontrol system (FCS), the rotorcraft having a flight control computer(FCC) in electrical communication between the FCS and a pilot controlassembly (PCA); the FCC receiving a first pilot command to engage amaneuver based on selection of a switch of the PCA; and in response tothe first pilot command to engage the maneuver, the FCC transitioning toa second operating condition, wherein the second operating conditioncomprises the rotorcraft in a roll-neutral attitude with increasingaltitude. The FCC transitioning to the second operating condition maycomprise steps of: changing a first flight characteristic, whereinchanging the first flight characteristic would result in an expectedchange to a second flight characteristic, and wherein the first flightcharacteristic and the second flight characteristic have aninherently-coupled relationship; instructing the FCS to change the firstoperating condition of the FCS based on the inherently-coupledrelationship; and in response to the expected change to the secondflight characteristic, instructing the FCS to transition to the secondoperating condition of the FCS, wherein the second operating conditionis operable to at least partially offset the expected change to thesecond flight characteristic such that the FCS is operable to at leastpartially decouple the inherently-coupled relationship of the firstflight characteristic and the second flight characteristic. The switchmay be disposed on a collective control of the PCA. The switch maycomprise a button disposed on a grip of the collective control. The FCCmay maintain the maneuver until the rotorcraft achieves a predeterminedaltitude. The FCC may maintain the maneuver until the FCC receives asecond pilot command, the second pilot command different than the firstpilot command. The FCC may receive the second pilot command from acyclic control of the PCA. The method may further comprise, in responseto the second pilot command, the FCC washing out transition to thesecond operating condition over a duration of time. The duration of timemay be less than about 10 seconds. The FCC may determine a collectivepitch angle of the second operating condition corresponding to a desiredclimb rate. The desired climb rate may be in a range of about 750 feetper minute (fpm) to about 1000 fpm. The collective pitch angle may bedetermined based on forward airspeed of the rotorcraft. The FCC maydetermine forward airspeed from at least one sensor of the rotorcraft.The method may further comprise, in response to the first pilot commandto engage the maneuver, the FCC increasing or decreasing forwardairspeed of the rotorcraft. The maneuver may comprise a go-aroundmaneuver or an abort maneuver. The first operating condition maycomprise an extreme attitude or orientation of the rotorcraft.

In yet another representative embodiment, a rotorcraft includes: a powertrain coupled to a body, the power train comprising a power source and adrive shaft coupled to the power source; a rotor system coupled to thepower train and comprising a plurality of rotor blades; a flight controlsystem (FCS) operable to change at least one operating condition of therotor system; a pilot control assembly (PCA) configured to receivecommands from a pilot, wherein the FCS is a fly-by-wire flight controlsystem in electrical communication with the PCA; and a flight controlcomputer (FCC) in electrical communication between the FCS and the PCA.The FCC is configured to: receive, from a switch of the PCA, a firstpilot command to engage a maneuver; and, in response to the first pilotcommand to engage the maneuver, the FCC transitioning to a secondoperating condition of the rotor system, wherein the second operatingcondition of the rotor system comprises the rotorcraft in a roll-neutralorientation and the rotorcraft increasing altitude. The FCC may beconfigured to: alter a first flight characteristic, wherein alterationof the first flight characteristic would result in an anticipated changeto a second flight characteristic; in response to the first pilotcommand to engage the maneuver, instruct the FCS to change a firstoperating condition of the rotor system based on a convolvedrelationship between the first flight characteristic and the secondflight characteristic; and in response to the anticipated change to thesecond flight characteristic, instruct the FCS to transition to thesecond operating condition of the rotor system, wherein the secondoperating condition of the rotor system is operable to at leastpartially counter the anticipated change to the second flightcharacteristic such that the FCS is operable to at least partiallyseparate convolved flight characteristics. The switch may comprise abutton that is disposed on a grip of a collective control of the PCA.The FCC may be further configured to maintain the maneuver until therotorcraft achieves a predetermined altitude or the FCC receives asecond pilot command, the second pilot command different than the firstpilot command, the second pilot command received from a cyclic controlof the PCA. The FCC may be further configured to wash out transition tothe second operating condition over a duration of time less than about10 seconds. The FCC may be further configured to compute a collectivepitch angle of the second operating condition corresponding to a desiredclimb rate. The desired climb rate may be in a range of about 750 feetper minute (fpm) to about 1000 fpm. The FCC may be further configured tocompute the collective pitch angle based on forward airspeed of therotorcraft and at least one of ambient temperature or altitude above sealevel. The FCC may be further configured to determine forward airspeedbased on data received from at least one sensor. The FCC may be furtherconfigured to increase or decrease forward airspeed of the rotorcraft inresponse to the first pilot command. The maneuver may comprise ago-around maneuver, an abort maneuver, or arecovery-from-extreme-attitude maneuver. The rotor system may compriseat least one of a main rotor system and a tail rotor system.

As used herein, the terms “comprises,” “comprising,” “includes,”“including,” “has,” “having,” or any contextual variant thereof, areintended to cover a non-exclusive inclusion. For example, a process,product, article, or apparatus that comprises a list of elements is notnecessarily limited to only those elements, but may include otherelements not expressly listed or inherent to such process, product,article, or apparatus. Furthermore, unless expressly stated to thecontrary, “or” refers to an inclusive or and not an exclusive or. Thatis, the term “or” as used herein is generally intended to mean “and/or”unless otherwise indicated. For example, a condition “A or B” issatisfied by any one of the following: A is true (or present) and B isfalse (or not present), A is false (or not present) and B is true (orpresent), and both A and B are true (or present). As used herein, a termpreceded by “a” or “an” (and “the” when antecedent basis is “a” or “an”)includes both singular and plural connotations for such term, unless thecontext clearly indicates otherwise.

As used herein, the terms “measure,” “measuring,” measurement,”“determining,” “determination,” “detecting,” “detection,” “detector,”“sensing,” “sensor,” or contextual variants thereof, refer to functionsor device components that assign or otherwise provide an output valuefor at least one of a direct measurement, an in-direct measurement, or acomputed measurement. For example, a determination or detection of anangle between two lines may comprise a direct measurement of the anglebetween the lines, an indirect measurement of the angle (e.g., as in thecase of extending the length of two non-parallel lines outside the areaof observation so as to predict their angle of intersection), or acomputed measurement (e.g., using trigonometric functions to calculatean angle). Accordingly, “determining” the angle of intersection may beregarded as equivalent to “detecting” the angle of intersection, and a“detector” for determining the angle may be regarded as directlymeasuring, indirectly measuring, or computing the angle between thelines.

As previously discussed, representative embodiments of the disclosuremay be implemented in a computer communicatively coupled to a network.The network may include, for example, a public network, a privatenetwork, the Internet, an intranet, an internet, a wide area network(WAN), a local area network (LAN), a storage area network (SAN), apersonal area network (PAN), a metropolitan area network (MAN), asatellite network, a public switched telephone network (PSTN), acellular network, an optical network, a local network, a regionalnetwork, a global network, a wireless network, a wireline network,another computer, a standalone computer, or the like. As is known tothose skilled in the art, a computer may include a central processingunit (“CPU”) or processor, at least one read-only memory (“ROM”), atleast one random access memory (“RAM”), at least one hard disc drive(“HDD”), and one or more input/output (“I/O”) devices. I/O devices mayinclude a keyboard, monitor, printer, electronic pointing device (e.g.,mouse, trackball, stylus, etc.), or the like. In various embodiments, aserver computer may have access to at least one database over a network.The database may be local or remote to a server computer.

Additionally, representative functions may be implemented on onecomputer or shared, or otherwise distributed, among two or morecomputers in or across a network. Communications between computers maybe accomplished using any electronic signals, optical signals, radiofrequency signals, or other suitable methods or tools of communicationin compliance with network protocols now known or otherwise hereafterderived. It will be understood for purposes of this disclosure thatvarious flight control embodiments may comprise one or more computerprocesses, computing devices, or both, configured to perform one or morefunctions. One or more interfaces may be presented that can be utilizedto access these functions. Such interfaces include applicationprogramming interfaces (APIs), interfaces presented for remote procedurecalls, remote method invocation, or the like.

Any suitable programming language(s) can be used to implement theroutines, methods, programs, or instructions of embodiments describedherein, including; e.g., C, C#, C++, Java, Ruby, MATLAB, Simulink,assembly language, or the like. Different programming techniques may beemployed, such as procedural or object oriented ontologies. Anyparticular routine can execute on a single computer processing device ormultiple computer processing devices, a single computer processor, ormultiple computer processors. Data may be stored in a single storagemedium or distributed across multiple storage mediums, and may reside ina single database or multiple databases (or other data storagetechniques).

Although steps, operations, or computations may be presented in aspecific order, this order may be changed in different embodiments. Insome embodiments, to the extent multiple steps are shown as sequentialin the preceding description, some combination of such steps inalternative embodiments may be performed at a same time. The sequence ofoperations described herein may be interrupted, suspended, or otherwisecontrolled by another process, such as an operating system, kernel,daemon, or the like. The routines can operate in an operating systemenvironment or as stand-alone routines. Functions, routines, methods,steps, or operations described herein can be performed in hardware,software, firmware, or any combination thereof.

Embodiments described herein may be implemented in the form of controllogic in software or hardware, or a combination of both. Control logicmay be stored in an information storage medium, such as acomputer-readable medium, as a plurality of instructions adapted todirect an information processing device to perform a set of stepsdisclosed in various embodiments. Based on the disclosure and teachingsprovided herein, a person of ordinary skill in the art will appreciateother ways or methods to implement similar, or substantially similar,functionality.

It is also within the spirit and scope herein to implement, in software,programming, or other steps, operations, methods, routines, or portionsthereof described herein, where such software programming or code can bestored in a computer-readable medium and can be operated on by aprocessor to permit a computer to perform any of the steps, operations,methods, routines, or portions thereof described herein. Embodiments maybe implemented using software programming or code in one or more generalpurpose digital computers, by using, e.g., application specificintegrated circuits (ASICs), programmable logic devices, fieldprogrammable gate arrays (FPGAs), or optical, quantum, ornano-engineered systems, components, or mechanisms. In general,functions disclosed herein may be achieved by any means, whether nowknown or hereafter derived in the art. For example, distributed ornetworked systems, components, or circuits can be used. In anotherexample, communication or transfer (or otherwise moving from one placeto another) of data may be wired, wireless, or accomplished by any othermeans.

A “computer-readable medium” may be any medium that can contain, store,communicate, propagate, or transport a program for use by or inconnection with the instruction execution system, apparatus, system, ordevice. The computer-readable medium can be, but is not limited to, anelectronic, magnetic, optical, electromagnetic, infrared, orsemiconductor system, apparatus, system, device, propagation medium, orcomputer memory. Such computer-readable medium will generally be machinereadable and include software programming or code susceptible to beinghuman readable (e.g., source code) or machine readable (e.g., objectcode).

A “processor” includes any hardware system, mechanism or component thatprocesses data, signals, or other information. A processor can include asystem with a general-purpose central processing unit, multipleprocessing units, dedicated circuitry for achieving functionality, orother systems. Processing need not be limited to a geographic locationor have temporal limitations. For example, a processor can perform itsfunctions in “real-time,” “offline,” in a “batch mode,” or the like.Portions of processing may be performed at different (or same) times andat different (or same) locations by different (or same) processingsystems.

It will also be appreciated that one or more elements depicted in theFigures may also be implemented in a more-separated or more-integratedmanner, or even removed or rendered inoperable in certain cases, as maybe useful in accordance with particular applications and embodiments.Additionally, any signal lines or arrows in the Figures should beconsidered only as representative, and therefore not limiting, unlessotherwise specifically noted.

Examples or illustrations provided herein are not to be regarded in anyway as restrictions on, limits to, or express definitions of any term orterms with which they are associated. Instead, these examples orillustrations are to be regarded as being described with respect to aparticular embodiment and as merely illustrative. Those skilled in theart will appreciate that any term or terms with which these examples orillustrations are associated will encompass other embodiments that mayor may not be given therewith or elsewhere in the specification, and allsuch embodiments are intended to be included within the scope of thatterm or terms. Language designating such non-limiting examples andillustrations includes, but is not limited to: “for example,” “forinstance,” “e.g.,” “etc., “or the like,” “in a representativeembodiment,” “in one embodiment,” “in another embodiment,” or “in someembodiments.” Reference throughout this specification to “oneembodiment,” “an embodiment,” “a representative embodiment,” “aparticular embodiment,” or “a specific embodiment,” or contextuallysimilar terminology, means that a particular feature, structure,property, or characteristic described in connection with the describedembodiment is included in at least one embodiment, but may notnecessarily be present in all embodiments. Thus, respective appearancesof the phrases “in one embodiment,” “in an embodiment,” or “in aspecific embodiment,” or similar terminology in various placesthroughout the description are not necessarily referring to the sameembodiment. Furthermore, particular features, structures, properties, orcharacteristics of any specific embodiment may be combined in anysuitable manner with one or more other embodiments.

The scope of the present disclosure is not intended to be limited to theparticular embodiments of any process, product, machine, article ofmanufacture, assembly, apparatus, means, methods, or steps hereindescribed. As one skilled in the art will appreciate, various processes,products, machines, articles of manufacture, assemblies, apparatuses,means, methods, or steps, whether presently existing or later developed,that perform substantially the same function or achieve substantiallythe same result in correspondence to embodiments described herein, maybe utilized according to their description herein. The appended claimsare intended to include within their scope such processes, products,machines, articles of manufacture, assemblies, apparatuses, means,methods, or steps.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to representative embodiments. However, anybenefits, advantages, solutions to problems, or any component thereofthat may cause any benefit, advantage, or solution to occur or to becomemore pronounced are not to be construed as critical, required, oressential features or components.

What is claimed is:
 1. A fly-by-wire (FBW) flight control system, comprising: a rotorcraft flight control computer (FCC) having a control law, the control law operable to engage a level-and-climb command in response to a switch of a pilot control assembly (PCA) being selected, wherein the level-and-climb command is configured to establish a roll-neutral orientation and increase altitude.
 2. The FBW flight control system of claim 1, wherein the switch is disposed on a collective control of the PCA, and selection of the switch comprises a button depress.
 3. The FBW flight control system of claim 2, wherein the switch is a button disposed on a grip of the collective control.
 4. The FBW flight control system of claim 1, wherein the level-and-climb command comprises a roll command and a collective pitch command.
 5. The FBW flight control system of claim 4, wherein the control law is further operable to at least one of increase or decrease forward airspeed.
 6. A method, comprising: operating a rotorcraft in a first operating condition of a flight control system (FCS), the rotorcraft having a flight control computer (FCC) in electrical communication between the FCS and a pilot control assembly (PCA); the FCC receiving a first pilot command to engage a maneuver based on selection of a switch of the PCA; and in response to the first pilot command to engage the maneuver, the FCC transitioning to a second operating condition, wherein the second operating condition comprises the rotorcraft in a roll-neutral attitude with increasing altitude.
 7. The method of claim 6, wherein the FCC transitioning to the second operating condition comprises: changing a first flight characteristic, wherein changing the first flight characteristic would result in an expected change to a second flight characteristic, and wherein the first flight characteristic and the second flight characteristic have an inherently-coupled relationship; instructing the FCS to change the first operating condition of the FCS based on the inherently-coupled relationship; and in response to the expected change to the second flight characteristic, instructing the FCS to transition to the second operating condition of the FCS, wherein the second operating condition is operable to at least partially offset the expected change to the second flight characteristic such that the FCS is operable to at least partially decouple the inherently-coupled relationship of the first flight characteristic and the second flight characteristic.
 8. The method of claim 7, wherein at least one of: the switch is disposed on a collective control of the PCA; the switch comprises a button disposed on a grip of the collective control; the method further comprises the FCC maintaining the maneuver until the rotorcraft achieves a predetermined altitude; the method further comprises the FCC maintaining the maneuver until the FCC receives a second pilot command, the second pilot command different than the first pilot command; the method further comprises the FCC receiving the second pilot command from a cyclic control of the PCA; the method further comprises, in response to the second pilot command, the FCC washing out transition to the second operating condition over a duration of time; the duration of time is less than about 10 seconds; the method further comprises the FCC determining a collective pitch angle of the second operating condition corresponding to a desired climb rate; the desired climb rate is in a range of about 750 feet per minute (fpm) to about 1000 fpm; determination of the collective pitch angle is based on forward airspeed of the rotorcraft; the method further comprises the FCC determining forward airspeed from at least one sensor of the rotorcraft; the method further comprises, in response to the first pilot command to engage the maneuver, the FCC increasing or decreasing forward airspeed of the rotorcraft; the maneuver comprises a go-around maneuver or an abort maneuver; or the first operating condition comprises an extreme attitude of the rotorcraft.
 9. A rotorcraft, comprising: a power train coupled to a body, the power train comprising a power source and a drive shaft coupled to the power source; a rotor system coupled to the power train and comprising a plurality of rotor blades; a flight control system (FCS) operable to change at least one operating condition of the rotor system; a pilot control assembly (PCA) configured to receive commands from a pilot, wherein the FCS is a fly-by-wire flight control system in electrical communication with the PCA; and a flight control computer (FCC) in electrical communication between the FCS and the PCA, the FCC configured to: receive, from a switch of the PCA, a first pilot command to engage a maneuver; and in response to the first pilot command to engage the maneuver, the FCC transitioning to a second operating condition of the rotor system, wherein the second operating condition of the rotor system comprises the rotorcraft in a roll-neutral orientation and the rotorcraft increasing altitude.
 10. The rotorcraft of claim 9, wherein the FCC is further configured to: alter a first flight characteristic, wherein alteration of the first flight characteristic would result in an anticipated change to a second flight characteristic; in response to the first pilot command to engage the maneuver, instruct the FCS to change a first operating condition of the rotor system based on a convolved relationship between the first flight characteristic and the second flight characteristic; and in response to the anticipated change to the second flight characteristic, instruct the FCS to transition to the second operating condition of the rotor system, wherein the second operating condition of the rotor system is operable to at least partially counter the anticipated change to the second flight characteristic such that the FCS is operable to at least partially separate convolved flight characteristics.
 11. The rotorcraft of claim 10, wherein the switch comprises a button that is disposed on a grip of a collective control of the PCA.
 12. The rotorcraft of claim 11, wherein the FCC is further configured to maintain the maneuver until the rotorcraft achieves a predetermined altitude or the FCC receives a second pilot command, the second pilot command different than the first pilot command, the second pilot command received from a cyclic control of the PCA.
 13. The rotorcraft of claim 12, wherein the FCC is further configured to wash out transition to the second operating condition over a duration of time less than about 10 seconds.
 14. The rotorcraft of claim 13, wherein the FCC is further configured to compute a collective pitch angle of the second operating condition corresponding to a desired climb rate.
 15. The rotorcraft of claim 14, wherein the desired climb rate is in a range of about 750 feet per minute (fpm) to about 1000 fpm.
 16. The rotorcraft of claim 15, wherein the FCC is further configured to compute the collective pitch angle based on forward airspeed of the rotorcraft and at least one of ambient temperature or altitude above sea level.
 17. The rotorcraft of claim 16, wherein the FCC is further configured to determine forward airspeed based on data received from at least one sensor.
 18. The rotorcraft of claim 17, wherein the FCC is further configured to increase or decrease forward airspeed of the rotorcraft in response to the first pilot command.
 19. The rotorcraft of claim 9, wherein the maneuver comprises a go-around maneuver, an abort maneuver, or a recovery-from-extreme-attitude maneuver.
 20. The rotorcraft of claim 9, wherein the rotor system comprises at least one of a main rotor system and a tail rotor system. 